Connected Airport

Advanced Surface Movement Guidance and Control System/A-SMGCSImproving Ground Traffic Capacity

Improving Ground Traffic Capacity by Using Existing TechnologiesIn the last twenty years, the number

of flights has doubled at the busiest

international airports while the

number of runways and taxiways

has not kept up with this dramatic

increase. Many airports are goin

to reach their capacity limit. This

results in delays, longer blockage

times of car parks and terminals,

reduced economy due to worsening

fleet rotation, unnecessary fuel

consumption, unnecessary

environmental impact, etc. In the next

ten years, a passenger increase of

over 5 % per year is expected. As new

airports or new runways can not be

built on a short-term basis, improved

processes both in the air and on the

ground are vitally required.

Without an expansion of the airport

infrastructure, the rising volume

of ground traffic can only be

accomplished by optimized control

procedures which guarantee the

disentanglement and more even

distribution of traffic. This goal can

be achived by an advanced taxiing

guidance system which needs to

be rapidly applicable, and is based

on existing international standards

and already available products and

technologies. Such an advanced

surface movement guidance and

control system (A-SMGCS) is

described in the following.

Benefits of an Advanced Surface Movement Guidance and Control SystemBy utilizing an advanced surface

movement guidance and control

system (A-SMGCS), taxiing times

can be reduced and scheduled more

efficiently. Furthermore, conflict-

free, continuous taxiing without

unnecessary taxiing breaks reduces

fuel consumption, and, as a result

the concomitant taxiing costs and

damage to the environment caused by

pollutant exhaust and engine noise.

An automatic taxiway information

system provides pilots unfamiliar with

the location with safe orientation,

even in cases of reduced visibility

under CAT II/III. But also with

improved visibility, it is often very

difficult at large airports to recognise

the allocated taxiway route quickly

and safely, particularly at taxiway

or taxiway/runway intersections or

opened shortcut routes.

Furthermore, a proposed A-SMGCS

can improve the safety in runway

traffic by a more even distribution of

the load on the taxiways and early

recognition and solution of conflicts.

The controllers responsible for

taxiway traffic will have to be

incorporated into the taxiing

guidance system.

Corresponding jobs must be created

where the employee is informed of

the situation of the taxiway traffic and

of conflicts that might occur.

Requirements to improve taxiway

traffic Improvement of taxiway traffic

requires professional teamwork

among air traffic control, airports,

and airlines.

A taxiing guidance system must

simplify this teamwork by providing a

common platform above and beyond

the various fields of competence.

In this regard, it is important to

recognize that the interests of those

involved in a taxiing guidance system

are quite different.

The participating taxiway controllers are interested in an improved account of the momentary position of the air traffic and

of arising conflicts in order to reduce their work load

The focus of attention of the airport operators is on an improvement of

the airport’s capacity by means of a smooth running processing of traffic, independent of weather conditions,

especially at peak times

The airlines require a taxiing guidance procedure which reduces the taxiing and waiting times, avoids expensive stop-and-go taxiing, and leaves the

pilot as much free dom as possible in determining the guidance of his aircraft

Benefits of an Advanced Surface Movement Guidance and Control SystemTo gain the acceptance of the System by the participating

Controllers and pilots while retaining a maximum level

of flexibility, the procedure used should balance factors

in the automatic influencing of traffic, i.e. it must be able

to adapt the rules for taxiing guidance and the level of

limitations to the individual taxiway users to the current

amount of traffic and the momentary weather conditions.

In case of unrestricted vision and a low level of traffic, the

system should provide taxiing help and carry out conflict

monitoring, while during critical weather conditions and

a critical level of traffic, direct guidance including taxiing

orders and taxiing prohibitions is required. Independent

of whether taxiing help or direct guidance is employed,

the pilots must receive information concerning the

optimal or the prescribed taxiway automatically

By timely control of the center line lighting and stop bar lighting, and of taxiway guidance signs, changeover signs and aircraft docking systems

When possible in the future, by means of data transmission to the flight

management system of the aircraft for flight-internal processing

In exceptional cases, by instructions from the taxiway controller to the pilots via radio

The operation of the aircraft integrated system requires aircraft equipment for data communication between the air

traffic control facilities and the aircraft.

Global standardization and release

is for this is required by the ICAO.

However, this will take approx. 5 - 10

years, including all transition periods

and introduction times. In the short-

term, therefore, only those taxiing

guidance systems can be realized

that do not require any changes to

the aircraft or new ICAO standards.G

The above-mentioned ground systems

with their taxiway lighting, and aircraft

docking systems provide an ideal

alternative. During the construction of

such a system, valid rules and adopted

methods of maneuvering control must

be included. On the other hand, the

taxiing guidance system must have

enough potential for development

to include future technologies and

products for further improvement

of the system at all times. This is

particularly relevant for the future

inclusion of co-operative aircraft. The

taxiing guidance system must also

be capable of being integrated in a

future air traffic management system.

A modular system concept with flexible

interfaces is required for this.

Taxiing Sequence in Good Traffic Conditions

Given that there is normal visibility

(CAT I) and that the concentration

of traffic allows the pilot to exercise

his own discretion, the optimal

taxiing route is indicated to the pilot

by the green taxiway centre line

lighting. This path information is

supplemented at branch-offs and

exits by change-over signs.

In order to provide specific

information to an individual aircraft,

the change-over signs can be marked

by the system with the flight number

and special taxiing instructions.

These indictions would also serve as

guidance information at the various

sections of the taxiway that, as purely

CAT I taxiways, are not equipped with

a middle line lighting.

With a constant landing direction and

starting direction and the same apron,

all aircraft that are landing and taking

off receive the same optimal taxiing

route - the standard path.

The pilots follow this route – marked

by the lighting - observing normal

taxiing regulations. The taxiing

speeds and the taxiing distances

between the aircraft are selected by

the pilots and the controllers using

their own best judgement. As all

aircraft use the same taxiing path

in this case, this procedure will be

referred to as ”collective guidance” in

the following.

In this operating mode, only those

areas that represent a high potential

for danger are blocked by switching

on the red stop bar lighting.

The taxiing entry paths and the

intersections of active runways and

taxiways that have been cleared for

oncoming traffic belong to these

areas, as well as those areas that

are not available for the momentary

taxiway traffic (e. g. construction

sites). If the taxiway center line

lighting does not extend to the

parking position then guidance

for the remaining route must be

performed by using other aids.

The use of an aircraft docking system

that locates the aircraft approx.100

m before its parking position and

guides the pilot safely to the stop

position by means of an display unit

is useful here. The proposed taxiing

guidance system locates the position

of all traffic by means of connected

sensors, permanently monitors

the current traffic situation and

compares this information with the

planning schedule. If the control unit

determines current taxiing conflicts,

these are indicated immediately

at the location of the taxiway

controllers.

In dangerous situations, the taxiway

traffic is immediately stopped by the

stop bar lighting

In dangerous situations, the taxiway traffic is immediately stopped by the stop bar lighting

Taxiing Sequence in Difficult Traffic Conditions

Components of a Taxiing Guidance System and their Functions

If the amount of traffic increases or

the visibility is limited, the taxiing

guidance system initiates in steps

all limitations in the selection of the

free taxiway required to ensure traffic

safety. For example, these limitations

could include blocked branch-offs

from the preset taxiway which are not

free of conflicts. If visibility becomes

bad and the pilot is no longer able to

recognize the traffic ahead of him,

then safety zones can be introduced

between the individual aircraft.

Taxiing in an unlit safety zone is

prohibited to the pilot by means of

a switched-on stop bar. The size of

the individual sections is normally

determined by the available division

of the lighting. By employing single

lamp control and monitoring which

directly influences single lighting

units in an existing system, a simple,

additional division around branch-

off points as well as the simple

integration of additional stop

bars is possible.

Because on the one hand, by such

visibility the staggering of aircraft in

approach is increased, and on the

other hand, the number of aircraft

not authorized to fly in such weather

conditions decreases, the reduction

of the maximum taxiing capacity

caused by the introduction of safety

distances in sensible sections is

hardly noticeable.

The taxiing guidance system includes

the following systems:

• A computer system, consisting of a taxiway traffic planning system and a taxiway traffic control system

• Stations for the controllers

• Connection of third-party systems for air traffic control (including weather information), airports, and airlines

• Position-finding systems for aircraft and vehicles

• Information output systems for taxiing instructions to the pilots

• Concomitant system control and technical monitoring of the entire system

• Planning and disposition of taxiing manoeuvres

• Control and monitoring (control) of the taxiing manoeuvres

This method of representation should simplify an understanding of the

processes and functions described. The separate functions of planning and

control can be distributed between different work places or integrated into one

work place. One further Station (maintenance) serves for technical monitoring

of the connected Systems (e.g. monitoring of sensors and lighting) by the

technical operating personnel and is not described in the following pages.

Co-operativelocalisation e.g.

Mode-S, GPS

Supervision by airtraffic controllers

Control, monitoring,conflict recognition

Planing andoperations

InterventionPresent situation

Radiotelephony

Approach

Position, identification

Deviation

Results ofautomatic

planning

Deviation

releases,changes

Planning data

Non-cooperativelocalisation

e.g. line sensors

Data communication with air traffic control,

airfield and airline

Planing by airtraffic controllers

System control and

technicalmonitoring

Non-vehicle mountedmanoeuvring aids, e.g.

airfield lighting

Vehicle mounted manoevring aids e.g.

dispay in aircraft

Taxiway Traffic Planning System Allows Quick and Clear Overview of TrafficThe current taxiway planning for the following minutes

are proceeded by long-term stipulations:

• Standard routes, evasive routes and set speeds are determined. Selection depends on the type of aircraft, the runway, the starting and landing direction, the parking position, the infrastructure of the taxiways, weather conditions and the amount of traffic

• Rules are also set within the frame of these stipulations for determining the optimal taxiing route and its temporal sequence (taxiing sequence) during the current planning for every aircraft landing or starting, depending on the current traffic situation. These rules, as well as other determinations, can be continually updated or even activated/deactivated for a period of time, e.g. during construction measures

The current taxiway traffic planning is for the most part

carried out automatically by the taxiway traffic planning

system. This contains current plan data from third-party

systems that include:

• Plan data from air traffic control concerning impending landings and take-offs and their planned times

• Plan data from the airports concerning the allocated park positions

• Plan data from the airlines concerning the planned stay of the aircraft

• Current weather data

This data can be directly accepted from modern planning systems. On the basis of these current plan data and the valid

long-term rules and determinations, the entire taxiway traffic for the time period from approx. 1 to 15 minutes before

the landing/ take-off time is automatically planned both for its path and time parameters and displayed to the controller

responsible for the planning.

A simultaneous representation of the path and time parameters for different aircraft must guarantee that the

controller is able to gain a quick and clear, unconfused overview of the traffic situation. To this is added the highlighted

representation of critical situations or conflicts including an acoustic warning when necessary.

Taxiway Traffic Control SystemThe released plan data are transmitted to the taxiway

traffic control system and form the basis for the control

and monitoring of the taxiway traffic. In addition to the

plan data however, current information regarding the

actual temporal sequence of taxiing manoeuvres of all

aircraft that are taxiing simultaneously (as well as other

controlled vehicles) are also required. The information

output for the pilots is carried out as simultaneously as

possible, depending on the technical equipment of the

airport and the aircraft in question:

• by partially correct activation of center line lighting and stop bar lighting, and aircraft docking systems

• when possible in the future, by means of data transmission to the flight management system of the aircraft for flight-internal processing

• and in exceptional cases, by radio instructions from the taxiway controller to the pilots The taxiway controller requires a clear and unconfused representation of the entire current situation (real-time situation), the cleared or intended taxiways and possible conflicts in order to carry out his tasks.

To ensure this, a ground plan of the airport is displayed on

a color screen and superimposed on it are the processed

position data (e. g. airport symbols with identification),

the taxiing route presettings and additional information

required for operation (selectable).

Locating and Determining the Current Ground Position

The control and monitoring of the taxiway traffic requires

determining the position and the identification of all aircraft

within the taxiing area. It is not enough to simply determine

the current position. The momentary maneuvers and, when

possible, the intentions (at least with regard to manoeuvre

possibilities) must also be evaluated.

Our suggested solution therefore assumes that data from

different, partially already existent sensors (taking into

account the respective errors depending on location)

be weighed and combined while taking into account

additional plausibility rules.

The input data can thereby be very different, e. g.:

• data from conventional position finding systems, such as ground radar (Surface Detection, Airport Surface Detection Equipment ASDE, Surface Movement Radar SMR)

• selective signals when crossing over local ground sensors, such as, induction loops, flux sensors, pressure sensors, etc. (selective detection)

• camera signals in visual range, within the infrared spectrum or also from distance-measuring picture cameras.

• data communication with cooperative aircraft or their flight management systems that, for example, determine their position using GPS

Depending on the accuracy and reliability of the individual

data sources and on their expected, location dependent

errors (e. g. caused by shading, ghosts), the detected

sensor information is evaluated and processed.

An important step, therefore, is the clear allocation

of all sensor information to discrete aircraft and their

identification.

Taxiway Lighting and Change-Over SignsAs already described and illustrated, the pilot receives the

information required for taxiing primarily from the taxiway

center line lighting, from stop bars and from taxiway

guidance signs. The taxiway centre line lighting consists of

green inset lights in accordance to ICAO-Standard

AERODROMES, ANNEX14 which are only activated on

the respective cleared areas. This lighting is switched

automatically by the taxiing guidance system after

clearance or under monitoring from controllers.

The stop bars consist of red inset lights that are installed

right through the taxiway and that prohibit overruns when

switched on. The main functional locations of the stop bars

are the paths to the runway in order to secure these against

unauthorized use. Additionally, the stop bars are used in

the area of the taxiways to control taxiway traffic. Of prime

importance here is that the cross-over points and joints in

the traffic stream are blocked by the stop bars. Single paths

can be cleared by a targeted switching off of stop bars.

Taxiway guidance change-over signs provide pilots with

additional support. These signs display the flight number

of the corresponding aircraft in a text output field,

thereby allowing the taxiway information to be allocated

unambiguously.

The actual taxiway information on this field consists of

a traffic light feature (red/green) as a supplement to the

lighting, of direction information by means of direction

arrows, and of additional information, e.g. STOP or GO SLOW.

Phased approach using existing technologies brings

immediate benefits while allowing future growth.

A considerably improved taxiway guidance system can be achieved in the short term using already existing standards,

technologies and products. There for is no need to wait for future navigation aids in aircraft and the data communication

equipment and cor-responding internationally passed standards necessary in conjunction with these. The concept

introduced here is structured in modules so that:

future technologies and products can also be integrated into the system at all times, thus further improving the entire system

the modular structure can deal with mixed traffic for the problem free

introduction of co-operative aircraft into traffic control

integration into a future comprehensive air traffic management system is possible

Phase Model for the Introduction of an Advanced Surface Movement Guidance and Control System

1Phase

2Phase

3Phase

Introduction of the system using

existing technologies

• Location-finding using sensors of various types (Multi Sensor Tracking)

• Guidance using the taxiway lighting, stop bars, and aircraft docking systems

• Taxiway controller stations in the area of air traffic control and airports

• Control with automatic conflict recognition

• Automatic planning with the aid of object-oriented standard manuals for route selection and solving of conflicts

• Data linkage to external systems (airports, air traffic control, airlines)

System expansion for the integration

of vehicles with on-board navigation

systems in taxiway traffic

• Introduction of local data connections for coupling of airport vehicles to the control system

• Equipping the fleet of airport vehicle with on-board navigation systems

• Expanding operation for mixed operation of cooperative and non-cooperative traffic

• Introduction of “follow-me’s” with onboard navigation systems and radar connection to aircraft for guidance of co-operative formations, even under CAT III conditions

Optimization of the taxiing guidance

system by additional introduction of

cooperative aircraft

• Expansion to an internationally standardized data connection between aircraft and the control

• System

• Equipping the aircraft with on-board navigation systems and guidance displays

ASMGCS Sales Brocure | Rev1 | 09/16© 2016 Honeywell International Inc.

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